Air-vent valve for combustion engines



IJ. J. VERTREES, JR

AIR VENT VALVE FOR COMBUSTION ENGINES Filed Nov.l6, 1926 Patented Sept. 4, 1928.

f UNITED STATES PATENT OFFICE..A

JOI-IN J'. VERTREES, JR., OF NASHVILLE, TENNESSEE. f

Ain-VENT VALVE non ooMBUslrroN ENGINES.

Application filed November 16, 1926. SeralrNo. 148,697.

vthermostatically controlled to admit air to the manifold of internal combustion engines between the carbureter and the intake valves, the air being admitted to the manifold after the engine has become warmed by the eXplosions to the proper working degree and such valve is then controlled by the vacuum pull of the manifold, the valve structure'being novel in form.

Another object of the invention is the provision of a valve structure of this character wherein the same operates against vacuum and not with it and such valve is only operable when the engine has become warmed, as the valve proper is thermostatically controlled and will fully close when the engine is idling and such valve gradually opened as the vacuum decreases below a given point and the full opening of the valve is effected when no vacuum is present in the manifold, thereby admitting the full amount of air to said manifold to effect a perfect combustion of the gases with a minimum consumption of fuel.

A further object of t'he invention is the provision of a valve structure of this character, wherein the operation thereof will positively assure perfect combustion of the gases and will minimize carbon formation in the internal combustion engine and with a minimum consumption of fuel.

A still further object of the invention is the provision of a valve structure of thisy character, which is comparatively simple in construction, thoroughly reliable and eflicient in its purpose, strong, durable, and inexpen- In the accompanying drawing:

Figure 1 is a side elevation of a valve structure constructed in accordance with the invention.

Figure 2 is a vertical longitudinal sectional view through the same.

Figure 3 is a top plan view showing the head cap removed.

Figure 4 is a sectional view on the line 4-4 of Figure 2 'looking in the direction ofl the arrows.

Figure 5 is a sectional view on the line 5-5 of Figure 2 looking in the direction of the arrows.

Similar reference characters indicate corresponding parts throughout the several views in the drawing.

Referring to the drawing in detail, the valve structure comprises a cylindrical body or shell 10 having a closed top 1l and an-opposite open bottom, into which lattery is adapted to be removablyv engaged a bottom section 12, preferably through the medium of screw threads 13 formed interiorly of the body or shell 10 and eXteriorly of an annular rim 14 respectively,

engaged thereinV the rim being formed on the bottom section 12 inset from the outerfperiphery thereof so as to telescope within the body or shell 10 as is apparent from Figure 2 of the drawing.`

The bottom section 12 has formed centrally thereof an externally threaded nipple 15, which is built up from a wrench engagingboss 16 externally of the shell or casing 10 and formedon said bottom section 12. This nipple 15 is tapped into the intake manifold of an internal combustion engine, between the location of the carbureter and the intake valves. It is ofcourse to be understood that thesaid nipple can be piped to the intake manifold of the internal combustion engine if desired or otherwise mounted for the communication of the valve structure with said manifold.y V

Arranged interiorly ofthe body or shell 10 and superimposed upon the rim 14 ofthe bottom section l2 is a discor diaphragm 17 upon which is superimposed a spider-frame 18 l the latter and the disc or diaphragmll'? being anchored or heldA fast to the rim 14 through the medium of fasteners 19. The frame 18 is centrally formed to provide a` crown 20 having a centrally located guide column 21 in y which is slidably fitted an air tube 22 adapted to establish communication between the lower chamber 23 and the upper chamber 24, respectively within the body or shell at opposite sides of the disc or diaphragm 17. The lower end 25 of the tube 22 constitutes a valve adapted to engage a seat 26 mounted centrally on the bottom section 12 at the 1nner face thereof and when this tube has its lower end. seated communication isv shut oif between the chambers 23 and 24. The upper end of the tube 22 carries a perforated cap 27 and this tube is exteriorly threaded at 2S to adjust-ably engage a coupler 29 carried by the flexible diaphragmor disc 17 and also for the adjustable mounting` of the spring seating ring 30 against which plays one end of a coiled expansion spring 31 encircling said tube 22, the other end of this spring being seated upon the crown 10 of the spider frame 18. The ring 30 can be readily adjusted ontthe tube 22 to increase or decrease the tension of the spring 31 as will be obvious.

Snitably mounted within the body or shell l() near the closed top 11 thereof is a cross support 33 having anchored centrally thereon a-diaphragm type of thermostatic device 34 which is operable upon the stem 35 of a disc valve 36 confined within a removable cap 37 threaded upon a hollow boss 38 formed centrally eXteriorly upon the top 11 of the body or shelllO. This disc-valve 36 normally closes air inlet ports 39 formed in the top 11 of the body or shell 10 and said dise-valve is normally held in closing position through the medium of a coiled expansion spring 40 held wit-hin the cap 37, which is provided with an ,air inlet nipple 41 formedcentrally on the .capv 37 as is clearly shown in Figures 1 and 2r of the drawing. This air inlet nipple 41 has communication with the atmosphere as will be apparent. y

The nipple 15 on the bottomk section 12 has communication with a plurality of air passages 42 provided in the bottom section 12' concentrically of the valve seat 26 and opens into the lowerl vacuum chamber 23 which hascominnnieation with the upper air cham! ber A24 to the air tube 22 hereinbefore described.V Y, f

Itis ofcourse to be understood that the amount'of air intake is varied byy the size of theA perforation in the cap 27 onthe air tube 4 22. It is necessary that the area of the passage in the nipplel be twice the area of the passage in the tube 22. Furthermore it is alsonecessary that the passages 42 be of a combined area equal to the area of the passage in the nipple 15. The air intake passages or ports 39 must be in combined area larger than` the area of the perforation in the cap and also the passage in the nipple 41 must area of thel ports 39.

The upward movement of the tube 22 within chamber 24 is limited by. means of a e in area as large as the combined stop flange 43 formed on the coupler 29 at its upper end, which flange is adapted to contact with the crown 2O of the spider frame 18 as will be clearly apparent in Figure 2 of the drawing. The coupler 29 is fitted with a locking nut 44 for the disc or diaphragm 17.

In the operation of the valve structure, it is assumed that the same has been tapped into the manifold of the internal combustion engine, the vacuum pull when the said engine is operating acts against the disc or diaphragm 17 thronghthe nipple 15 and passages 42, thus causing' the air tube 22-to become lowered bringing its lower end 25 against` the seat 26, which closes the air passage through said tube 22. It is of course understood that the tension of the spring 31 isA regulated b the rino' 30 to that-degree which Y b 2D D when the engine is idling allows the air tube 22 to seat iirmly in closing position. As the vacuum pull of the engine decreases, as when the carburetor valve is open, the tension ofl the spring 31 lifts the tube 22 from vits'seat which permits air to enter through the center of the said tube 22, lpassa, ,es 42 and nipple 15, thence to the manifold of the engine;

The amount of air entering the manifold of the engine is regulated as to maximum by the perforation in the cap 27, this being varied according to the size of the engine, It is of courseV understood that before air can be admitted to the manifold the thermostatic device 34 has been operated by the temperature of theengine so as to open the discvalve 36 to lift the same from the ports 39 against the resistance of the spring 40 in the cap 37, so that atmospheric air. can enter the passage inthe nipple 41, ports 39 thence into the chamber 24 in the body orshelll(l,which `admitted air is controlled and regulated by the tube 22 which is operated in a manner as hereinbefore described'.

lVhat is claimed iszi l. A device of the character described, comprising a body, norinally closed spring controlled means carried by said bodyffor admitting atmospheric air when open, a thermostatically controlled device within lll' said body and active upon said normally closed means to ,automatically open the same, and normally open means within thev body for delivering air therefrom into an, intake manifold of an internal'eombustion engine and automatically closed byvacuum within open, a thermostatically controlled device" within the body and active upon the normally closed means to automatically open the same, normally open means within the body for delivering air therefrom into an intake mani- [nld of an internal combustion engine and automatically closed by vacuum within said manifold to arrest delivery of air to the latter, and means for regulating the air delivery mea-ns within the body. Y

3. A device of the character described, comprising a body, normally closed means for admitting atmospheric air to the body, a therniostatically controlled device within the body and active upon the normally closed means to automatically open the same, means for delivering air :from the body into anl intake manifold of an internal combustion engine and automatically controlled by vacuum within said manifold, means for regulating the air delivery means within the body, and means mounted within the body and supporting the air delivery means therein.

4:. A device of the character described, coinprising a body, normally closed means for admitting atmospheric air to the body, a thermostatically controlled device within the body and active upon the normally closed means to automatically open the same, means within the body for delivering air therefrom into an intake manifold of an internal combustion engine and automatically controlled by vacuum within said manifold, means for regulating the air delivery means within the body, a flexible diaphragm mounted within the body and supporting the air delivery means therein, and means for attaching the body to the manifold and forming an air delivery passage.

5. A device of the character described, coinprising a body, normally closed means for admitting atmospheric air to the body, a thermostatically controlled device within the body and active upon the normally closed means to automatically open the same, means within the body for delivering air therefrom into an intake manifold of an internal combustion engine and automatically controlled by vacuum within said manifold, means for regulating the air delivery means within the body, a flexible diaphragm mounted within the body and supporting the air delivery means therein, means for attaching the body to the manifold and forming an air delivery passage, and means within the body for the mounting of the thermostatically controlled device.

6. In a device of the character described, a

body having a removable bottom and provided with passages through the top and bottom of said body, a valve normally closing the passages in the top of said body, a

flexible diaphragm supported within the body and dividing it into independent chainbers, an air tube carried by the diaphragm and establishing communication between the chambers, a' valve seat formed on the bottom and adapted to be engaged by the air tube for shutting ofl1 communication between the chambers, means normally holding the air tube in open position, means for regulating the last named means, land a therinostatic device within the body and'active upon the valve controlling the passages in the top of said body to open said valve.

7. In a device of the character described, a body having a removable bottom and provided with passages through the top and bot tom of said body, a valve normally closing the passages in the top of said body, a flexible diaphragm supported within the body and dividing it into independent chambers, an air tube carried by the diaphragm andl establishing communication between the chambers, a valve seat formed on the bottom and adapted to be engaged by the air tube for shutting oil communication between lthe chambers, means normally holding the air tube in-open position, means for regulating the last named means, a thermostatic device within the body and active upon the valve controlling the passages in the top of said body to open said valve, and a cap enclosing the said valve and having an air passage opening to the atmosphere.

8. ln a device of the characterdescribed, a body having a removable bottom and provided ivith passages through the top and bot tom of said body, a valve normally closing the passages in the top of said body, a flexible diaphragm supported within the body and dividing it into independent chambers, an air tube carried by the diaphragm and establishing communication between the chambers, a valve seat formed on the bottom and adapted to be engaged by the air tube for shutting o' communication between the chambers,

means normally holding the air tube in open position, means for regulating the last named means, a thermostatic device within the body and active upon the valve controlling the passages in the top of said body to open saidvalve, a cap enclosing the said valve and having an air passage opening to the atmosphere, and a bridge member located within `the body and having a guide for said air tube.

ln testimony whereof, I afiiX my signature hereto.

J @HN J. VERTREES, JR. 

